Single lever control unit



March 6, 1962 J. F. MORSE SINGLE LEVER CONTROL UNIT 3 Sheets-Sheet 1 Filed Sept. 2, 1960 March 6, 1962 J. F. MORSE SINGLE LEVER CONTROL UNIT 3 Sheets-Sheet 2 NEUTRAL FIG. 5

REVERSE SHIFT FORWARD SHIFT RANGE RANGE FoRwARo THROTTLE RANGE NVENTOR.

JOHN F. MORSE @En vH/b REVERSE THROTTLE FIG. 4

ATTORNEYS March 6, 1962 J. F. MORSE 3,023,869

SINGLE LEVER CONTROL UNIT Filed Sept. 2, 1960 3 Sheets-Sl'leefl 5 FIG. 5

INVENTOR.

JOHN F. M RSE ATTORNEYS United States Patent Office 3,023,869 Patented Mar. 6, 1962 3,623,869 SINGLE LEVER CONTROL UNIT John F. Morse, 21 Clinton St.. Hudson, Ohio Filed Sent. 2, 1960. Ser. No. 53,741 29 Claims. (Cl. 192-.096)

The invention relates generally to single lever control units adapted for operating both the clutch and throttle of an internal combustion engine or other mechanism requiring sequentially operated controls. More particularly, the present invention relates to an improved and simplified mechanism for sequentially operating the throttle and clutch or drive gear of an engine by a single control lever.

Mechanisms of this type are in special demand in the field of marine engine controls. Certain prior art constructions of single lever marine engine control units employed a Geneva gearing arrangement to sequence the controls. This mechanism desirably allowed the con-` struction of the unit to be fairly compact, but was especially disadvantageous in that the rate of movement of the control cables, particularly the clutch control cable, by means of a Geneva gearing mechanism is not constant.

Other disadvantages in certain prior single lever control units were the excessive amount of throttle advance present as the control lever was first moved through the shifting range and the excessive degree of rotation of the control lever required to accomplish a shift.

These early disadvantages were overcome by the advent of intermittent gearing mechanisms. A single lever control employing an intermittent gearing mechanism, may for example, be found in the applicants U.S. Patent No. 2,884,109. As contrasted to the Geneva gearing, such a mechanism imparts a relatively constant rate of movement to the control cables, allows only a moderate advancement of the throttle during the shifting range of the control lever, and accomplishes a smooth shift from neutral to either forward or reverse range with not more than approximately a 45 rotation of the control lever.

By offering these advantages, the intermittent gear action provides a greatly improved single lever control unit. However, such a unit requires multiple, specially toothed gears which increase the manufacturing cost and inject additional friction and backlash into the operation of the control unit. This multiple gearing also requires substantial overall length for the unit to accommodate the gears and cable connections.

It is, therefore, an important object of the present invention to provide a single lever control unit employing a simplified mechanism, both as to the number and complexity of parts, which provides the same advantages as the intermittent gear type action.

It is a further object of the present invention to provide a single lever control unit which is appreciably more efficient than previously known control units of this type, by providing a direct straight line motion to the shift cable by eliminating the second rotating member used in previously known devices.

It is another object of this invention to provide a single lever control unit which can be manufactured at a lower cost than other known single lever control units because of the simplification of the parts comprising the mechamsm.

It is a still further object to provide a single lever control unit which is extremely compact, not only as to its relatively thin construction but also as to its overall length.

rI'hese and other objects which will become apparent from the following specification are accomplished by means hereinafter described and claimed.

One preferred embodiment is shown by way of eX- ample in the accompanying drawings and hereinafter described in detail without attempting to show all of the various forms and modifications in which the invention might be embodied; the invention being measured by the appended claims and not by the details of this specification.

In general, the present invention provides coordinated control of the throttle and clutch controls through the entire range of operation; the direction of rotation of the control lever from neutral selectively engaging forwardv or reverse gear, and rotation of the control lever beyond the shifting range advancing the throttle as desired. The control lever is operatively connected to rotate a substantially circular wheel drive member. The throttle control cable is displaced by the rotation of the wheel drive member. The clutch control cable is displaced by a shuttle block which reciprocates a predetermined dis tance tangentially of the wheel drive member in response to rotation thereof. The clutch control cablev is displaced to engage either forward or reverse gear during the initial rotation of the wheel drive member as the control lever is selectively rotated from neutral. The wheel drive member then cooperates to lock the shuttle block whenv the former is further rotated to advance the throttle. As the control lever is returned to neutral, the wheel drive member effects a closing of the throttle and then tangentially displaces the shuttle block to disengage the forward or reverse drive gear. This coordination of the wheel drive member and the shuttle block is obtained by the interaction of an inverted omega-shaped (w) or lobated cam surface on the shuttle block with two circumferentially spaced pins at the periphery and parallel to the axis of the wheel drive member to disengage the forward or reverse drive gear, and the interaction of rollers mounted at the central apex of the lobated cam surface with axially aligned camm'ed indentations in the periphery of the wheel drive member between the circumferentially spaced pins to engage the forward or reverse drive gear.

Referring to the drawings:

FIG. l is a rear side side elevation of a single lever control unit embodying the invention, with the cover plate removed, showing the control lever in neutral position.

FIG. 2 is a cross section taken substantially on line 2 2 of FIG. l.

FIG. 3 is a fragmentary area of FIG. 1 showing the control lever partially rotated through forward shift range from neutral. s

FIG. 4 is a fragmentary area of FIG. l, similar to that of FIG. 3, showing the control lever rotated through forward shift range to idle forward position.

FIG. 5 is a fragmentary area of FIG. l, similar to that of FIGS. 3 and 4, showing the control lever partially rotated from idle forward position toward neutral.

FIG. 6 is an enlarged cross section taken' substantially on line 6-1-6 of FIG. 1; and

FIG. 7 is` a cross section taken substantially on line 7-7 of FIG. l.

Referring now` to FIGS. l and 2, the control unit', designated generally by the numeral 10, has a housing 11 to which a rear pl'ate 12 may be attached, as by screws 13. Rear plate 12 is adapted for attachment' to` a mounting pad 14 in the side of a boat by means not shown, or two like housings may be mounted side-by-side for twin engine controls. l

A control lever 15 extends radially outwardly of hub 16, which is formed on the axially outer end of control shaft 18'. Shaft'lS is journaled in housing 11,- and a flanged sleeve bearing 19 is preferably interposed between shaft 18 and housing 11.v AV wheel drive member 20 is non-rotatably secured to shaft 18, as by cap screws 21.

Braking friction may be provided to prevent undesired rotation of wheel drive member 20 by positioning a wavy spring Washer 22 between member 20 and the adjacent portion of housing 11. Braking friction is especially desirable if the unit is subjected to vibration or if the mechanisms being operated are in any way spring loaded, as would be the case if a spring governor were provided.

- The circular wheel drive member 2t) is secured to shaft 18 so as to rotate therewith about their common axis. An annular groove or recess 23 (also see FIGS. 6 and 7) is provided medially of the circumferential edge of the member 20. The breadth of the rims 24 and 25 in the sheave-like conguration is sucient to provide annular bearing surfaces 26 and 27. The depth of recess 23 measured by the dimension from bearing surfaces 26 and 27 to the base surface 28 is selected to function as more fully hereinafter disclosed. Indentations 29 and 30 in the rims 24 and 25, respectively, are aligned with each other and 'are defined by identical cam surfaces 31 and 32. Circumferentially spaced pins or pin-like portions 33 and 34 extend between rims 24 and 25, one on each side of the'aligned indentations 29 and 30.

A swivel connection 35 is provided on the axially outer side of rim 24 in proximity to its peripheral edge and is attached to the end of a push rod 36 which telescopes within a sleeve 38. Push rod 36 is secured, by suitable means not shown, to the end of the core 39 of a pushpull cable 4t) for operating a throttle and, in the neutral position of FIG. l, the push rod passes over the center or axis of wheel 20. Sleeve 38 has a swivel connection with the front end of a mounting bushing 41 secured to the sheath 42 of cable 40. Resilient sealing sleeves 43 and 44, which act as a moisture seal, may be provided at the joint between the bushing 41 and sleeve 38 and at the juncture of the sleeve 38 and push rod 36, respectively.

Mounting bushing 41 is preferably secured in a swivel clip 45 of the type shown in the applicants Patent No. 2,975,653. Clip 45 is pivotally mounted on bolt 46 which secures it to housing 11. The use of a clip 45 mitigates undesirable binding of the core 39.

It is readily apparent that by locating the swivel connection 35 l80 from the position shown in FIG. l, when the throttle is in neutral position, the unit can easily be adapted to operate a pull-to-open rather than a pushto-open throttle.

A recess 48 is formed Within housing 11 between the stepped portion 49 of housing 11 and plate 50 which is secured to housing 11, as by bolts 51. The lower edge of plate 50 forms a tracking surface 52 which is opposed to the rotating bearing surface 26 on rim 24. Similarly, the lower face of stepped portion 49 forms a tracking surface 53 which is opposed to the rotating bearing surface 27 on rim 25. Recess 48 in housing 11 is thereby tangentially aligned with recess 23 in member 20.

A shuttle block 54 is slidably received within recesses 23 and 48. An inverted omega-shaped (w) or lobated cam, indicated generally by the numeral 55 (FIGS. 4 and is provided in the lower edge of shuttle block 54. A pin 56 extends transversely through block 54 at the central apex of lobated cam 55. Rollers 58 and 59 are journaled on pin 56, one on each side of block 54. As will be more fully described, roller 58 is adapted to cooperate with rim 24 and plate 50, and roller 59 is identically adapted to cooperate with rim 25 and stepped portion 49 of housing 11.

One end of a push rod 60, which telescopes in sleeve 61, is screwed into shuttle block 54, and the other end is secured, by suitable means not shown, to the core 62 of a push-pull cable 63 for operating a clutch. Sleeve 61 has a swivel connection with the front end of a mounting bushing 64 secured to the sheath l65 of cable 63. Resilient sealing sleeves 66 and 67 are similarly provided at the joint between the bushing 64 and sleeve 61 and at the juncture of sleeve 61 and push rod 60. Bushing 64 ,4 is secured to housing 11 by bracket clamp 69. A swivel clip similar to clip 45 need not be used because of the substantially straight line reciprocation imparted to core 62.

Because of the similar interaction of the elements cornprising the control unit through forward or reverse range, the operation of the unit will only be described through forward range.

In the neutral position (FIG. l), roller 58 rests between indentation 29 and plate 50 and roller 59 similar ly rests between indentation 30 and stepped portion 49; pins 33 and 34 are embraced within recesses 70 and 71 of cam 55, respectively.

Preferably, the control lever 15 is yieldingly held in neutral position by a spring biased ball 72 received in a detent notch 73 in housing 11. As shown in FIG. 2, the recess 74 for spring 75 is integrally formed in wheel drive member 20.

When the control lever 15 is rotated from neutral approximately 45 in either direction, only a slight displacement of push rod 36 and cable 39 is caused because wheel drive member 20 and push rod 36 are swinging in the same general direction on different arcs. This slight displacement of push rod 36 is normally absorbed by the backlash in the cable and in the throttle linkage, to which cable 40 is attached, at the engine, without causing advance of the throttle. In this range of movement, the shuttle block 54 is tangentially driven in the same direction as member 2) is rotated, and operates the clutch mechanism to which cable 63 is attached. The indentations 29 and 30 drive shuttle block 54 via their engagement with rollers 58 and 59. At the same time, the resultant of this driving force is maintained tangential by the tracking surfaces 52 and 53 on plate 50 and stepped portion 49, respectively.

As shown in FIG. 3, when the control lever 15 is partially rotated through the shifting range, the arcuate movement of indentations 29 and 30 causes them to move away from tracking surfaces 52 and 53. The rollers 58 and 59V are then permitted to roll upwardly along cam surfaces 31 and 32 toward bearing surfaces 26 and 27 on rims 24 and 25, respectively, as shown in FIG. 4.

When very light resistance is offered to the displacement of cable 63, rollers 58 and 59, journaled on slide block 54, may momentarily separate from tracking surfaces 52 and 53 as the rollers 58 and 59 begin their rotation along cam surfaces 31 and 32. Rollers 58 and 59 are prevented from remaining seated in indentations 29 and 3i) by base 28 of annular recess 23, which acts as a stop surface to prevent further radially inward movement of shuttle block 54. This situation is depicted in FIG. 3.

Under moderate to heavy resistance, the rollers 58 and 59 will maintain a proportionately moderate or heavy thrust against tracking surfaces 52 and 53. This thrust, however, does not frictionally impede the displacement of shuttle block 54 because, as indicated by the arrows in FIG. 4, the rotation of the rollers 58 and 59 not only provides rolling contact along the cam surfaces 31 and 32 and onto bearing surfaces 26 and 27 on rims 24 and 25, respectively, but also provides rolling contact along the tracking surfaces 52 and 53 on plate 5t) and stepped portion 49, respectively. In the position depicted in FIG. 4, shuttle block 54 has been sufficiently displaced to throw the forward gear into engagement.

Continued rotation of control lever 15 beyond the idle forward position depicted in FIG. 4, in which the forward gear has been engaged, as, for example, to the phantom representation, will displace the throttle control cable c ore 39 to advance the throttle. This continued rotation of control lever 15 imparts no further displacement of shuttle block 54 and at the same time the shuttle block 54 will be maintained in its displaced position by the locking effect of bearing surfaces 26 and 27 and tracking Stop surface 80 on stepped portion 49 prevents over-travel of sh'uttle block 54 which might occur, as by vibration. Opposed stop surface 81 (FEG. l) is provided to prevent over-travel when shuttle block 54 has been displaced by rotation of control lever into reverse gear range.

Counter rotation of the control lever 15 from the forward throttle range to idle forward closes the throttle in preparation for shifting from forward to neutral. As the control lever 15 is rotated from idle forward toward neutral (FIG. 5) pick-up pin 33 engages the initial engaging surface 82 of the left recess 7) of cam 55. The slight angle of inclination of surface 82 is preferably such as to counteract upward frictional thrust on the shuttle block through gear disengaging range and reduce backlash as pick-up pin 33 engages surface 82. When the control lever 15 is rotated from idle reverse toward neutral pickup pin 34 similarly engages the right recess 7l of cam 55.

A small amount of clearance is indicated between pin 33 and roller 58 in FIG. 5. Although this clearance can be minuscule in actual practice, it was emphasized in the drawing to indicate clearly that the elements responsible for shifting into gear are not used to Shift out of gear, and vice versa. This concept enables the shifting elements to be constructed to perform their specic function Without the compromising considerations which would be necessitated if the driving elements were to perform dual or multiple functions. Devices utilizing the same elements for shifting, both into and out of gear, such as various forms of intermittent gearing must compromise between these two motions, which results in some ineciency in each direction. A single lever control unit according to the present invention makes possible the maximum efficiency of one mechanism to shift into gear and the maximum etiieiency of a second mechanism to shift out of gear, while at the same time decreasing the complexity and cost of the entire assembly.

This utilization of each mechanism to perform a single function also eliminates backlash in the interacting elements and increases the efficiency by eliminating inter mediate elements and applying a linear motion to the drive gear actuating elements. This configuration of the drive gear control elements also resists binding or jamming of the elements when attempting to shift against a restriction, as, for example, when a shift is attempted with the motor not running and the shift dogs not in position for engagement.

It is also readily apparent that the elimination of the usual second gear or revolving element permits the overall dimensions of the unitV to be considerably reduced, which facilitates mounting the unit on the inside of the hull adjacent the operators seat.

What is claimed is:

1'. A single lever control unit for the throttle and the clutch of an engine comprising, a control lever, a wheel drive member-rotatable by said control lever from a neutral position to operate a throttle, a shuttle block to operate a clutch, means to tangentially displace said shuttle block in response to the first portion of rotation from neutral'of said wheel drive member, and separate means to return said shuttle block during the return rotation to neutral of said wheel drive member.

2. A single lever control unit for the throttle andthe clutch of an engine comprising, a control lever, a wheel drive member rotatable by said control lever from a neutral position to operate a throttle, a shuttle block to operate a clutch, means to tangentially displace said shuttle block in'response to the iirst portion of rotation from neutral of said wheel drive member, separate means to return said shuttle block during the return rotation to neutral of said wheel drive member, and means to lock said shuttle block in said displaced position during continued rotation of said wheel drive member beyond said rstportion.

3. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a 6 c neutral position and movable through a shifting range and then through a throttle advance range, a wheel drive member rotatable by said control lever to operate a throttle, a shuttle block to operate a clutch, means to tangentially displace said shuttle block in response to rotation of said control lever through said shifting range, means to lock said shuttle block during rotation of said control lever through said throttle advance range, and separate means to return said shuttle block during return rotation of said control lever through said shifting range.

4. A single lever control unit for operating the throttle and clutch of an engine comprising, a control lever, a wheel drive member rotatable by said control lever from a neutral position in either direction to operate a throttle, a reciprocable member to operate a clutch, means on said wheel drive member to displace said reciprocable mcmber tangentially thereof during the first portion of rotation of said wheel drive member from neutral position in either direction, and separate means on said wheel drive member to return said reciprocable member to neutral position when rotation of said wheel drive member is reversed.

5. A single lever control unit for operating the throttle and drive gear of an engine comprising, a control lever, a wheel drive member rotatable by said control lever from a neutral position in either direction to operate a throttle, a reciprocable member to operate a clutch, means on said wheel drive member to displace said reciprocable member tangentially thereof during the first portion of rotation of said wheel drive member from neutral position in either direction, separate means on said wheel drive member toy return said reciprocable member to neutral position when rotation of said Wheel drive member is reversed, and means to lock said reciprocable member in said displaced position during continued rotation of said Wheel drive member beyond said portion of rotation.

6. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and then through a throttle advance range, a circular Wheel drive member rotatable by said control lever to operate a throttle, a cam indentation on the periphery of said wheel drive member, a shuttle block to operate a clutch, cam engaging means on said shuttle block adapted to interact with said cam indentation to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, and Iseparate means to return said shuttle block during return rotation of said control lever through said shifting range.

7. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and a throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, a cam indentation on the periphery of said wheel drive member, a shuttle block to operate a clutch, cam engaging means on said shuttle block adapted to interact with said cam indentation to cause tangential displacement of` said shuttlev block during rotation of said control lever through said shifting range, a lobated cam on said slide block, and pick-up means on saidwheel drive member, said pick-up means engaging said lobated` cam to return said shuttle block during return rotation of said control lever through said shifting range.

8. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutr-al position and movable through a shifting range and a throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, a cam indentation onv the periphery of said wheel drive member, a shuttle to operate a clutch, cam engaging means on said shuttle block adapted to interact with said cam indentationto cause tangential displacement of said shuttle block during rotation of saidcontrol lever through said shifting range, means to lock said shuttle block in said displaced position when said control lever is rotated through said throttle advance range, a lobated cam on said shuttle block, and pick-up means on said wheel drive member, said pick-up means engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting range.

9. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and a throttle advance range, a circular Wheel drive member rotatable by said control lever to operate a throttle and having an annular recess, a cam indentation on the periphery of said wheel drive member, a shuttle block received in said annular recess and adapted to operate a clutch, a cam engaging means on said shuttle block adapted to interact with Vsaid cam indentation to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, and means to return said shuttle block during return rotation of said control lever through said shifting range.

l0. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and a throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle and having an annular recess, a cam indentation on the periphery of said wheel drive member,` a shuttle block received in said annular recess and adapted to operate a clutch, a cam engaging means on said shuttle block adapted to interact with said cam indentation to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, a lobated cam on said shuttle block, and pick-up means on said wheel drive member, said pick-up means engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting range.

11. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and a throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle and having an annular recess, a cam indentation on the periphery of said Wheel drive member, a shuttle block received in said annular recess and adapted to operate a clutch, a cam engaging means on said shuttle block adapted to interact with said cam indentation to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, means to lock said shuttle block in said displaced position when said control lever is rotated through said throttle advance range, a lobated cam on said shuttle block, and pick-up means on said wheel drive member, said pick-up means engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting range.

12. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a shifting range and a throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said Wheel drive member dening an annular recess therebetween in the circumferential edge of said wheel drive member, axially aligned cam indentations on said rims, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block adapted to interact with said cam indentations to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, and pick-up means on said wheel drive member, said pick-up means engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting range.

13. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said wheel drive member defining an annular recess therebetween in the circumferential edge of said wheel drive member, axially aligned cam indentations on said rims, a pick-up pin extending between said rims on each side of said cam indentations, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said slide block, and a roller journaled on each side of said shuttle block adapted to interact with said cam indentations to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, said pick-up pins selectively engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting ranges.

14. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said wheel drive member dening an annular recess therebetween in the circumferential edge of said wheel drive member, axially aligned cam indentations on said rims, a pick-up pin extending between said rims on each side of said cam indentations, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block adapted to interact with said cam indentations to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, means to lock said shuttle block in said displaced position during continued rotation of said control lever through said throttle advance range, said pick-up pins selectively engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shifting ranges.

15. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advance range, a circular wheel drive member, peripheral rims on said Wheel drive member defining an annular recess therebetween in the circumferential edge of said Wheel drive member, axially aligned cam indentations on said rims, pick-up means disposed between said rims, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block adapted to interact with said cam indentations to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, slanted engaging surfaces on said lobated cam, said pickup means selectively engaging said slanted surfaces on said lobated cam to return said shuttle block at a constant rate of displacement during return rotation of said control lever at a correspondingly constant rate through said shifting ranges.

16. A single lever control unit for the throttle and clutch of an engine comprising, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said wheel drive member defining an annular recess therebetween in the circumferential edge of said wheel drive member, axially aligned cam indentations on said rims, pick-up pins disposed between said rims on each side of said cam indentations, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block adapted to interact with said cam indentations to cause tangential displacement of said shuttle block during rotation of said control lever through said shifting range, means to lock said shuttle block in translated position when said control lever is rotated through said throttle advance range, slanted engaging surfaces on said lobated cam, said pick-up pins selectively engaging said slanted engaging surfaces on said lobated cam to return said shuttle block at a constant rate of displacement during return rotation of said control lever at a correspondingly constant rate through said shifting ranges.

17. A single lever control unit for the throttle and clutch of an engine comprising, a housing, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advance range, a circular wheel drive member rotatable by said control lever to operate a throttle and having a peripheral bearing surface and an annular recess, a cam indentation in said bearing surface, pick-up means on each side of said indentation, tracking means tangentially disposed to said bearing surface, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, means on said shuttle block to engage said cam indentation, said cam engaging means positioned between said cam indentation and said tracking means when said control lever is in neutral position, said cam engaging means movable between said tracking means and said cam indentation to tangentially displace said shuttle block when said control lever is rotated through said shifting range, the displacement of said shuttle block maintained by the action of said circumferential bearing surface and tracking means against said cam engaging means while said control lever is operated through said throttle advance range, and said pick-up means selectively engaging said lobated cam to reciprocate said shuttle block during return rotation of said control lever through said shift ranges.

18. A single lever control unit for the throttle and clutch of an engine comprising, a housing, a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advancing range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said Wheel drive member and having a peripheral bearing surface and an annular recess, a cam indentation in said bearing surface, a pick-up pin in said wheel drive member on each side of said cam indentation, tracking means tangentially disposed to said bearing surfaces, a shuttle block received in said annular recess and adapted to operate a clutch, said shuttle block operatively connected to a drive gear, a lobated cam on said shuttle block, means on said shuttle block to engage said cam indentation, said cam engaging means positioned between said cam indentation and said tracking means when said control lever is in neutral position, said cam engaging means movable between said tracking means and said cam indentation to tangentially displace said shuttle block when said control lever is rotated through said shifting range, said cam engaging means urged toward said tracking means by the base of said annular recess, the displacement of said shuttle block maintained by the action of said circumferential bearing surfaces and tracking means against said cam engaging means while said control lever is operated through said throttle advancing range, said pick-up pins selectively engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shift ranges.

19. A single lever control unit for the throttle and clutch of an engine comprising, a housing a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advancing range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said wheel drive member defining an annular recess therebetween in the circumferential edge of said wheel drive member, the circumferential edge of each of said rims dening a bearing surface, axially aligned cam indentations on said rims in said bearing surface, pick-up pins disposed between said rims on each side of said cam indentations, tracking means tangentially disposed to said bearing surfaces, a shuttle block received in said annular recess and adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block, each of said rollers positioned between a cam indentation and a tracking surface when said control lever is in neutral position, said rollers movable between said tracking surfaces and said cam indentations to tangentially displace said shuttle block when said control lever is rotated through said shifting range, the displacement of said shuttle block maintained by the action of said circumferential bearing surfaces and said tracking surfaces against said rollers while said control lever is operated through said throttle advancing range, said pick-up pins selectively engaging said lobated cam to return said shuttle block during return rotation of said control lever through said shift ranges.

20. A single lever control unit for the throttle and clutch of an engine comprising, a housing a control lever having a neutral position and movable through a forward and reverse shifting range and a forward and reverse throttle advancing range, a circular wheel drive member rotatable by said control lever to operate a throttle, peripheral rims on said wheel drive member deining an annular recess therebetween in the circumferential edge of said wheel drive member, the circumferential edge of each of said rims defining a bearing surface, axially aligned cam indentations on said rims in said bearing surface, pick-up pins disposed between said rims on each side of said cammed indentations, tracking surfaces located in said housing and tangentially disposed to said bearing surfaces, a recess between said tracking surfaces opposed to the annular recess in said wheel drive member, a shuttle block received in said annular recess and its opposed recess between said tracking surfaces, said shuttle block adapted to operate a clutch, a lobated cam on said shuttle block, a roller journaled on each side of said shuttle block at the apex of said lobated cam, each of said rollers positoned between one of said cam indentations and a tracking surface when said control lever is in neutral position, said rollers movable between said tracking surfaces and said cam indentations to tangentially displace said shuttle block when said control lever is rotated through said shifting range, the displacement of said shuttle block maintained by the action of said circumferential bearing surfaces and tracking surfaces against said rollers while said control lever is operated through said throttle advance range, stop meansk at the ends of the recess between said tracking surfaces to prevent over-travel of said shuttle block, said pick-up pins selectively engaging said lobated cam to reciprocate said shuttle block during return rotation of said control lever through said shift ranges.

References Cited in the tile of this patent UNITED STATES PATENTS 2,933,943 Buddo et al. Apr. 26, 1960 

